Railway air brake of the two-piped type



Aug. 3 1926. 1,594,529

F0 KASANTZEFF RAILWAY AIR BRAKE OF THE TWO-PIPE!) TYPE Filed July 11-,1924 5 Sheets-Sheet 1 Aug. 3 1926.

' RAILWAY AIR BRAKE OF THE TWO-PIPED TYPE Filed July 11 1924 5Sheets-Sheet 2 Aug. 3 1926.

' 1,594,529 F. KASANTZEFF RAILWAY AI,R BRAKE OF THE TWO-PIPED TYPE FildJuly 1 24 5 Sheets-Sheet 4 Aug. 3 1926. v 1,594,529

F. KASANTZ'EFF RAILWAY AI'R BRAKE OF THE TWO-PIPED TYPE Filed July 11192 5 Sheets-Sheet 5 Fig 6. i

- I 67 a1 86 O e33v i 74 Q I" 5 ,80' L J 6 Patented Aug. 3, 19213..

UNITED .sTATEs FLORENTIN KAsAnTznrF, or BERLIN, GERMANY.

RAILVAY AIR BRAKE OF THE TWO-PIPED TYPE.

Application filed m .11,

The essential "feature consists therein that.

contrarily to the brakes now in use, in which the main air pipe effectsthe governing of the braking action and the feed air pipe etlectsthefilling up of the auxiliary containers, both pipes are used forgoverning, by 'aid of valves, which under the influence of air pressuresautomatically cause a diminishing pressure in the main to produce anincreased pressure in the feed pipe, and an increasing pressure in themain to cause a diminished pressure in the feed pipe. Hereby firstly anincreased pressure ditierence is produced, which with extraordinaryspeed influences the distributors of the wagons, and this causes thebraking action to come into action very quickly also on the last wagonsof very longtrains. Moreover the alteration of pressure in the feed pipeallows of an increased braking action and precise lifting of the brakes,which again results in an essential advantage especially for long andheavytrains.

The invention concerns further special constructions of a mainregulating valve,- an engineers valve and a distributor on thelocomotive, and of the distributors on the wagons, in so far as theseparts are specially adapted for producing and using the pressuresvarying in both pipes.

The invention is illustrated in the accorn panying drawing by way ofexample, in which:

Fig. 1 is a simplified showing of the whole brake on the locomotive andon, one wagon,

Fig. 2 is a section of the regulating valve inserted between the mainair container, the feed pipe and the main pipe,

Fig. 3 is a section of the engineers brake valve, I

Fig. 4 is a section of a switch and emergency cock,

Fig. 5 is a section of the distributor of the locomotive brake cylinder.

Fig. 6 is a section of the distributor of a wagon brake cylinder.

The whole arrangement and action of the brake. firstly described asshown in the diagram Fig. 1 is the followin 1924. Serial NO. 725,443.

A main air container 1 feeds air to the single devices, which bear thereference numbers according to their single figures and are the followinthe regulating valve 2, the engineers valve 3, the switch cock 1 and thedistributor 5, of the brake cylinder 7, all on the'locomotive; furtherthe distributor 6 of a wagon brake cylinder 7. Accelerators S areprovided and feed valves 9- are arranged on allthe auxiliary contain ers10 of the wagons and the locomotive.

From the main container a connection 11 goes to the regulating valve 2,further with a branch 12 to the engineers valve 8 and to the multiplemanometer 13. The regulating valve 2 is connected to a branch 141 of thefeed pipe 15 and therewith by a switch cock 4: an atmospheric outlet anda branch 16 of the'main 17 is joined; the regulating valve 2 is furtherconnected to said branch 16 by an auxiliary tube 18, and the engineer"sbrake valve 3 has a connection 19 to the switch cock 1 and a furtherconnection 20 to the feed'pipe 14-, 15.

The'auxiliary container lO on the locomotive, fed by the feed pipe 15,is connected to the locomotive brake cylinder by the distributor 5,which in its turn is connected to the main 17 by a branch 21. 'lfhemultiple manometer 13 has connections to the locomotive brake cylinderand to the main pipe branch 16 for controlling the pressures existingtherein.

On the wagons the auxiliary containers 10 are fed from the feed pipe 15and connected to the distributors 6 of the brake cylinders, the saiddistributors being connected by. branches 21 to the main l7, commonlywith accelerators 8.

The devices on the locomotive act as follows.

The regulating valve produces in the feed pipe 15 the constant normalpressure, for instance 3.5 atmospheres, and it is by means of theauxiliary tube 13 upon the pressure in the main 17 in such manner, thaton a pressure reduction in the main 17 it produces an increased pressurein the feed pipe .15, or inversely on a pressure increase of the main 17it reduces the pressure in the feed pipe 15.

The engineers valve 3 in its first handle. position lifts the brake byfilling the main 17, and in four further positions (or in any desirednumber of further positions) it produces different minor pressures inthe main for correspondingly graduated bralring actions, this by simplymoving the handle of the engineers valve to the different positions,independently frointhe circumstances, if the handle previously had beenin the brake lifting or-braking position or in any intermediateposition.

The switch cock 4 has one ru i-ining position, in which it connects themain branch 16 to the engineersvalve branch 19 for enabling the engineerto handle the bra-he. In the other positions it governs specialprocedures as emergency braking, accelerated filling of the pipes andcutting of the engineers valve from the pipes when running with twolocomotives.

Thedistributors 5 and 6 on the locomotive and on the wagons, and theremaining parts vact in the known manner, with the exception that theycontain special parts, by which they use also the varying pressures inthe feed pipe for an accelerated and strengthened braking and brakelifting action in the brake cylinders.

The single parts are the following, described as shown of their specialillustrations.

The regulating valve 2 (Fig 2) is connected by its channel 25 tothe maincontainer connection 11 and "by its other chan nel 26 to the'feed pipebranch 14; the-conmotion between both said channels is governed by apiston-27, which runs over ports 28 provided in its cylinder. Thispiston is rigidly joined to-a further piston'29, whose lower face isunder thepressure exitsin-g in the channel 26. 'Thespace-a bove thepiston 29 is connected to a diaphragm chamber 30, which is closed by adiaphragm 31. This diaphragm has'a perforation 32, and a double valve 33is so arranged thatit shuts up the said perforation 32 so long as thepressure in the chamber -30is not able to lift the diaphragm; if thediaphragm is lifted, the said passage becomes free, so that the chamber30 andthe upper face of the piston 29 are connected to an atmosphericoutlet 34 above the diaphragm. If on the other hand the diaphragm goesfar down the double valve 33 opens the chamber 30 to a connecting'channel 85, which 'lea'ds to the channel '25 and to the main container.

.The lower face of the smaller piston 27 liesin a space 36, whose inletWhy the auxiliary tube 18 (Fig; 1) is connected-to the main air pipe. g

The relations of areas of' the pistons 27 and 29 andof thediaphragmBland its load ing spring are so chosen, that in case thenormal pressure of 3.5 atmospheres is lost in chamber St, thediaphragm'i-llcauses air from the main container-to-be added or air tobe exhausted, so that'the normal pressure is always restored. 'Thepiston 29 therebyis loaded by a constant pressure on its upper side. Thelower surface of the piston 29 and the upper surface of the piston 27are in communication with the feeding conduit and the lower surface ofthe piston 27 is connected with the main train pipe so that in thefirstpositionflofatheengineers valve all the pipes receive the equalnormal. pressure and maintain said pressure owing to the fact that areduction of this pressure partially unloads the great piston 29, sothat the pistons'go downward and supply air by the channel 28 so as torestore the right pressure.

If in consequence of any braking position of the engineers valve thepressure in the main isreduced, this'reduction acts through the channel37 and the space 36 on the smaller piston, so that thepistons godownward and supply air so as to produce an increased pressure and anaugmented air supply to the channel 26 and the feeds-pipe; thereby theaction on thedistributors and brake cyl inders is accelerated andstrengthened. 'Inversely the brake lifting position of theengineer svalve produces complete filling of {the space 36jbelow the small piston,and therefore the pistons go quickly upward and close thechannels 28,thus restoringthe, normal pressure in the pipes.

The engineers valve 3 (Fig. 3') has a main or regulating chamber-38,which by a channel 39 is connected to the pipe20, coming from theregulating valve '2, andhas therefore'the normal air pressure. Thepressure variations in this chamber, which serve for the brakingactions, are produced dynamically by altering the relation between anentering and an exhausting cross section of air on this chamber. Forthis purpose the inlet channel 39 contains a regulating screw 40, whichserves to precisely adjust the inlet cross section. 'The outlet crosssection is up to a maximum opening. The air currents thus producedthrough the chamber 38 cause different dynamical reductions of pressureto arise in said chamber, corresponding to different braking grades.

Between the chamber 38 and the needle valve 41 an intermediate wall witha narrow opening 45 1s arranged for softening the pressure alterations.

The chamber 38 is separated-by a parti tion wall 46' from a secondchamber 47. connected to the main tube 19 leading to the system. Thissecond chamber containsan exhaust channel 48 and a shutting valve 49.which is fastened to a diaphragm situated in the Wall 46. The samesecond chamber is formed by a conical needle valve 41, which llU nectedto the tube 12 (Fig. 1) coming from the main container, and anoutwardlyopen-' ing valve 52"is situated in thischannel so as to touch a furtherdiaphragm 46, which is situated in the wall 46 and is loaded by a sprin7 The engineers valve acts as follows. The both diaphragms, according tothe pressure adjusted in the first chamber 38, open and shutalternatively the valves 50 and 53, thus producing in the second chamberand in the main, attached thereto, always precisely the same pressureand maintaining this pressure against any leakage through any valves orcontainers.

In the main connection 19 the switch cock 4 (Fig. 4) is so inserted,that its cone by the mouth 56 and an axial boring is in continuousconnection with the main branch 16. A port 57 of thiscone comes into connection either with a channel 58 and with the tube 19 leadingto theengineers valve, or with an atmospheric outlet 59 or with a channel 60leading to the feed pipe branch 14. The first or running position causesthe pressures produced by the engineers valve to be transmitted to themain air pipe. The second position serves for emergency braking byquickly emptying the main through the atmospheric port 59. The thirdposition causes the main being quickly :[illed from the feed pipe andfrom the regulating valve 2. A fourth position, in which the port 57 iscompletely closed, serves for making ineffective the brake handlingmeans for enabling the brake to be handled from a second locomotive.

In all the said positions of the cock by an axial channel 61 andanannular channel 62 of the cone, achannel 63 connected to the auxiliarytube 18 coming from the regulating valve 2 is connected to the main airpipe, so that the said pipe 18 is always in shortest connection with theports 58, 59, 60 which determine the pressure inthe main; herebyquickest action of the pressure existing in the main upon the regulatingvalve 2 is ensured.

The special governing means of every single brake comprise firstly onthe locomotive the distributor 5 (Fig. 5) which is immediately fastenedto thebrake cylinder. The distributor contains a chamber 64, which by achannel 65 communicates with the branch 21 of the main. This chamber isconfined on one side by a piston 66 whose second surface forms part of achamber 67 connected to the appertaining auxiliary containerlO. Thepiston 66 by its hollow nave,

which contains an air channel 68, envelops a bearing 69 and channel 70and a valve stem 71 situated in the latter, which valve stem is adaptedto shut up the opening 68 and bears a piston72 running tightly in thecasing. The chamber 73 on one side of this piston is connected'by achannel 74 to the interior of the brake cylinder, whilst the chamber 75on the other side of the said piston communicates with the atmosphere bya channel 76. A further channel 77 leads also from the first namedchamber 73 to the atmosphere, but only in certain positions of thepiston-72, in which it is not obturated by the latter.

The chamber 73 is provided with a fur ther valve 7 8, which is in suchcoaxial situation relatively to the pistons, that it may be lifted bythe piston 7 2, thus connecting the chamber 73 to a channel 79 leadingto the auxiliary container. 7

This distributor acts as follows. In run ning position of the engineersvalve the airy pressure from the main penetrates to the channel 65 andto the chamber of the great piston 66 and pushes the latter outward.Through the channel 70 and the now opened valve 71, 68,,the air entersthe auxiliary container, and the piston remains on its abutment.

When the first braking position of the engineeifisvalve is assumed, thepressure of the main on the piston is reduced whilst the pressure in thespace 67 on the other side of the piston is augmented. Thereby. thepiston runs inward, shuts the valve 71, 68 and disconnects the auxiliarycontainer from the main; when further traveling it takes along withitselfthe small piston 72, which shuts up the outlet 77 from the brakecylinder channel 74, opens the valve 78 and thereby connects theauxiliary air container through the channel 79 to the brake cylinderchannel 74. The pressure in the brake cylinder thereupon increases andremoves the piston 72 entire with the great piston 66 so far, that thevalve 78 is shut, and thus the pressure in the braking cylinder ismaintained in such a grade, that the pistons sume a middle positionbalanced by the different pressures and make up every unbal ancingleakage lay-supplying air through the valve 78 or by exhausting airthrough the outlet 77.

The relation of surfaces of thepistons and their navelike bearingsdetermines the relation between thepressures arisingin the brakecylinder and the pressures in the auxiliary container and the main. Forinstance the first braking grade in these devices produces the pressuresof 1,0; 3,5; 3,2 atmosphere. In the second braking grade these pressuresare 1,9; 3,6; 3,0 atmosphere, in the third 2,8 3,7; 2,8 atmosphere; andin the fourth 3,75; 3,75, 2,65 atmosphere. In the brake lifting positionthese pressures are 0,0; 3,5; 3,5 atmosphere.

The distributor 6 (Fig. 6) used for the wagons has also a main air pipechannel 65, a braking cylinder channel 74and an auxiliary containerchannel 67, but the single parts are of special construction forensuring a specially precise and sensitive action.

Between a great diaphragm 80 and two lateral diaphragn'is 81, '82, ofwhich the last is thesmallest, two chambers83, -84 are ineluded. In thegreat-diaphragm SO'aperforation 85 is provided, and for shutting thisperforation a valve 86 is so arranged with a supporting lever 87, thatthis latter strikes against the'casingwall and the valve is opened assoon as the 'di-mahragm is bent to this side. This same chamber 83communicates by a channel 88 with the auxiliary container channel 67. r

The second chamber 84 communicates with the main channel 65.

The smallest diaphragm is fastened to a' bolt 89, which crosses all thediaphragms and holds them together, so that they form a conn'nonlyswinging system. The bolt 89 has a longitudinal bore QO leading to theatmosphere and-obturated by a double valve 91 which governs thealternative connec tions of the'brake cylinder channel 745 with theatmospheric outlet 90*and, by a connecting space '92, with the space 67of the auxiliary air container. The guiding head of ti e bolt 89 isperforated by borings 93 establishin g the connection between the SpaceMandthe seat ofthe, double yak e91 in the boring 90.

This distributor acts as follows. In the running position of theengine-ers valve trom'the main the normal pressure is transmitted to thechamber '84 and brings the diaphragms to the shown pos'itio n'in whichthe valve 86 of the diaphragnrSO is opened and the same pressure existsalso in the second chamber 83. As the diaphragm 81 is greater than thediaphragm 82, this positi-on is maintained,-,and the brake cylinder isconnected through 74, 93, 91, 90 to the at-' mosphere and the brake islifted, whilstsimultaneously between the chambers 83 and 841: completeequalization of pressures is produce'd/ I If by any braking position ofthe engineers valve the pressure in the main and in thechamber 84 isreduced fora certain degree, the diaphragm system goes to a middleposition, in which the valve 86 is closed; thereby the pressure of theauxiliary container, augmented by the formerly described influence oithe regulating valve 2 in this moment, acts through v67., 88, 83 ontothe left side of the great diaphragmSO; thus a balanced state isreached, in which the system shuts the double valve 91 on the outlet 90and opens it so as to connect the auxiliary container channel 6.7 to thebrake cylinder channel 7 4-, thusproducing a braking action of a certaindegree. The pressure now existing in the brake cylinder acts upon thesmallest diaphragm 82 and removes again the system to the left, untilfinalvequilibrium 1s ireach-ed. In thisswaythe pressures of the mainzl'iandof the feed pipe 15, transmitted tothe chambers island 83 produce.mcertain brake cylinder upressure acting upon the same as in thelocomotive distributor (Fig. 5). I

The whole brake acts as follows.

There'gulating valve 2 imparts a constant air pressure to the feed pipe15 and theengin-cers valve 3-impartsin running position the sameconstantpressure to the main 1 7. As soon as by the engin'eefls valve 3in the main 17 for braking purposes a reduced pressure is produced, theregulating valve '2 produces airincreased pressure in the feed pipe 15.The distributors 5 and '6 in the lirst named position-connect the brakecylinders to the atmosphere and join the circuit between the' main 17and the feedipipe 15-; at every i' urther position they come into middleposition under the influence of the pressure difference between main '17and feed pipe 15, and thereby they produce in the brake cylindersacertain pressure so as to be 'balafnced by the pressures of the main 17,the feed pipe 15 a=nd the' brake cylinders. Each or the said valvesmaintains auto-- matic'a'lly the precise pressures by making up everyalteration ofpressure arising from any leakage, by adding or exhaustingconr pressed air.

The accelerators 8 produce the usual e tfeet of accelerated adjustmentof the said pressures even on the last wagons of long t ains, bycompleting every beginning differenceof pressures more quickly to thedesired height.

The switch cock 5 produces-the emergency braking action, acceleratedfilling of the pipes and the cut oil of the whole governing means fromthe main, when running with two locomotives. I

The Whole brake can be coupled with other known airbral'ies; it is thenadviser to insert the wagons fitted with the new brake next to the vlocomotive, for enabling them to completely have their advantageousaction.

I claim;

1'. Railway air hrake of the two piped type,'comprising in combination afeed pipe, a main. air pipe, a regulating'valve for supplying air ofconstant "pressure from the main container to the feed pipe, and meanssubjected to the air pressure ot the main air pipe and acting upon saidregulating valve so as to induce it to augment the pressure in the feedpipe as soon as the pressure in the said main is reduced. v

2. Railway air brake of the two piped type, comprising in combination afeed pipe, a main air pipe, regulating valve, two joined movablesurfaces of difiierent areas in said valve, a compressed air inletgoverned by and a feed air pipe connection be-- tween said movablesurfaces, a device producing a constant action upon said movablesurfaces in one direction, and a chambar with a main air pipe connectionor. the outer side of one of the said movable surfaces, so arranged thata pressure inside said chamber pushes the said movable surfaces in theother direction.

3. Railway air brake of the two piped type, comprising in combination afeed pipe, a main air pipe, a regulating valve, two joined movablepistons of different areas in said valve, a compressed air inletgoverned by and a feed air pipe connection between said movable pistons,a device producing a constant action upon said mov able pistons in onedirection, and a chambar with a main air pipe connection on the outerside of one of the said movable pistons, so arranged that a pressureinside said chamber pushes the said movable pistons in the otherdirection.

4;. Railway air brake of the two piped type, comprising in combination afeed pipe,

a main air pipe, a regulating valve, two

joined movable surfaces of different areas in said valve, a compressedair inlet governed by and a feed air pipe connection between.

said movable surfaces, a chamber on the outer side of one of saidmovable surfaces,

a diaphragm closing said chamber against the atn'iosphere, a valvegoverned by said diaphragm so as to admit or exhaust co1npressed air andto establish a constant pres sure in said chamber, and a second chamberwith a main air pipe connection on the outer side of the other of saidmovable surfaces.

5. Railway air brake of the two piped type, comprising in combination afeed pipe, a mam air pipe, a regulating valve, two joined movablesurfaces of diiferent. areas in said valve, a compressed air inletgoverned by and a feed air pipe connection between said movablesurfaces, a chamber on the outer side of the greater of said movablesurfaces, a diaphragm closing said chamber against the atmosphere, avalve governed by said diaphragm so as to admit or exhaust crmpressedair and to establish a constant pressure in said chamber, and a secondchamber with a main air pipe connection on the outer side of the smallerof said movable surfaces.

6. Railway air brake of the two piped type, comprising in combination afeed pipe, a main air pipe, a regulating valve for supplying air ofconstant pressure from the main container to the feed pipe, meanssubjected 'to the air pressure of the main air pipe and acting upon saidregulating valve so as to induce it to augment the pressure in the feedpipe as soon as the pressure in the said main is reduced, and anengineers valve, a chamber in said valve, a constant feed air pipeconnection on said chamber, and an outlet, which is adjustable in crosssection by the valve handle so as to cause different current pressuresto be produced in said chamber in different positions of the valvehandle, and means for producing correspondingpressures in the main airpipe.

7. Railway air brake of the two piped. type, comprising in combination afeed pipe, a main air pipe, a regulating valve for supplying air ofconstant pressure from the main container to the feed pipe, means subjected to the air pressure of the main air pipe and acting upon saidregulating valve so as to induce it to augment the pressure in the feedpipe as soon as the pressure in the said main is reduced, anddistributors on the brake cylinders, every distributor containing afirstchamber connected to the main air pipe, a second chamber connected tothe brake cylinder and a third chamber connected to theauxiliary-container, and movable surfaces subjected to the air pressuresexisting in said chambers and connected with means supplying andexhausting air to and from'the brake cylinder so as to establish certainrelations of pressure in the said threechambers.

In witness whereof I afiix my signature.

, FLORENTIN KASANTZEFF.

